• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a brake comprising: a stirrup overlapping a disc; - a first and a second plate (7, 9) carried by the stirrup (3) on either side of the disk (2); - a first actuator (8) including a first primary gear (22) driving a first movable piston (13) resting on the first plate (7) to move it; - a second actuator (11) including a second primary gear (26) driving a second movable piston (16) resting on the second plate (9); - a rotary shaft (18) having a first and a second worm (19, 21) having opposite winding directions, the shaft (18) being movable in translation; an electric motor (M) for driving the rotary shaft (18); and wherein the first and second worm (19, 22) are engaged in the first and second primary gearwheels (22, 26), respectively.
    公开号:FR3045757A1
    申请号:FR1562940
    申请日:2015-12-21
    公开日:2017-06-23
    发明作者:Didier Esnee；Thierry Pasquet；Pascal Champion
    申请人:Foundation Brakes France SAS；
    IPC主号:
    专利说明:

    ELECTROMECHANICAL DISC BRAKE COMPRISING A TRANSMISSION COMPRISING AN ASYMMETRICAL WEAR OF ITS PLATES
    DESCRIPTION
    TECHNICAL FIELD The invention relates to a disc brake of a motor vehicle with a fixed caliper, of the electromechanical type, that is to say equipped with an electric motor driving mechanical actuators.
    STATE OF THE PRIOR ART
    More particularly, the invention relates to a disc brake comprising a brake disk overlapped by a fixed yoke carrying a pair of friction plates facing each of a face of the disk, at least two mechanical actuators carried by the yoke and each including a movable piston and a drive member connected to the piston by a helical linkage to each move a wafer to press against the disk, and an electric motor and a drive mechanism to the drive members to engage in movement the drive members of the two mechanical actuators.
    In a hydraulic type fixed caliper disk brake, the hydraulic actuators located on either side of the disk each press a pad against the disk when the hydraulic circuit is pressurized, in order to generate a braking force.
    Over time, the pads that are vis-à-vis one another and on both sides of the disc wear differently, so that their thicknesses become different.
    In the case of a hydraulic caliper, the difference in thickness of the pads is compensated by the fact that the two actuators are connected to the same hydraulic circuit. With such a circuit the operation corresponds to that of a servocontrol in forces, which thereby allows the pistons of the actuators to have strokes of different lengths and / or different basic positions with respect to the stirrup.
    Concretely, during braking, pressurizing the hydraulic circuit, and thereby hydraulic actuators, moves the pistons of these actuators to the disk in strokes that may be different or from different basic positions. This movement takes place until the pistons plating the pads against the disk, the pressure remaining identical in the circuit and in the actuators in all circumstances.
    It follows that with a hydraulic caliper, the catch of an asymmetrical wear of the pads is done in a natural way: whatever the thicknesses of the plates, they are necessarily pressed both against the brake disk as soon as the hydraulic circuit is pressurized.
    With a caliper electromechanical type, it is the same motor that drives the two electromechanical actuators, via a transmission mechanism, so that they bring the pistons of the disk to press the pads on the disk to obtain the braking effect.
    If the mechanism provides a direct type transmission, the movements and the basic positions of the two pistons are necessarily the same when the motor drives the actuators. A gap thickness of platelets resulting from asymmetrical wear can not then be caught, because the pistons driven by the motor necessarily move the same stroke when the engine is powered.
    The object of the invention is to propose a mechanical transmission architecture ensuring a recovery of asymmetrical wear in a brake having a stirrup comprising two mechanical actuators driven by the same electric motor.
    PRESENTATION OF THE INVENTION To this end, the invention relates to a brake caliper of a motor vehicle intended to overlap an outer edge of a brake disc, this stirrup comprising a first plate and a second plate intended to be on the one hand. and other disk to be pressed against this disk, as well as; a first mechanical actuator including a first movable piston and a first primary gear, the first piston bearing on the first plate to press it against the disk by rotating the first primary gear; - a second mechanical actuator including a second movable piston and a second primary gear, the second piston being supported on the second plate to press against the disk by rotating the second primary gear; - A rotary shaft having a first worm and a second worm having a winding direction opposite to that of the first worm, the drive shaft being movable in translation in its own longitudinal direction; an electric motor for driving the rotary shaft; and wherein the first worm is engaged in the first primary gearwheel, and the second worm gear is engaged in the second primary gearwheel.
    With this arrangement, when one of the pads comes into contact with the disk, the primary wheel of the corresponding actuator comes to rest, but the rotating shaft continues to rotate while moving to move the actuator of the other plate until that it comes into contact with the disc. The mechanism thus compensates for any asymmetrical wear of the plates by ensuring that the two plates of different thicknesses both bear against the disk when the rotary shaft is set in motion. The invention also relates to a yoke thus defined, wherein the first and the second primary gear wheels rotate about axes parallel to one another and perpendicular to the longitudinal direction of the rotary shaft. The invention also relates to a yoke thus defined, wherein each actuator comprises a drive gear connected to the corresponding piston by a helical link, and a gear train through which the drive gear is linked in motion to one of the worm of the rotary shaft. The invention also relates to a yoke thus defined, wherein the gear train of each actuator comprises the primary gear of this actuator as well as a secondary gear gear meshing in the primary gear wheel and in an oblique circumferential toothing of the drive gear. The invention also relates to a motor vehicle brake, comprising a stirrup thus defined, and a brake disc.
    BRIEF DESCRIPTION OF THE DRAWINGS - Figure 1 is a cross-sectional view of a brake according to the invention showing a disc portion and the stirrup when the outer plate is more heavily worn than the inner plate; - Figure 2 is a front view of the mechanism according to the invention showing its transmission and its actuators when the brake is completely released; - Figure 3 is a rear view of the mechanism according to the invention showing its transmission and its actuators when the brake is tightened.
    DETAILED PRESENTATION OF PARTICULAR EMBODIMENTS
    The brake according to the invention which is indicated by 1 in FIG. 1 comprises a disc 2 which is overlapped by a stirrup 3 which has a first lateral portion 4 through which it is carried by a not shown frame member, and a second lateral portion 6 , situated opposite the first portion 4. The stirrup overlaps the disc 2 in such a way that this disc is interposed between its lateral portions 4 and 6.
    The first portion 4 carries a first friction pad 7 and a first mechanical actuator 8 for pressing this plate against a face of the disk 2. Similarly, the second portion 6 carries a second friction plate 9, and a second actuator 11 mechanical to press this second plate against the disc, when the brake is controlled.
    The first actuator 8 comprises a drive member in the form of a toothed wheel 12 comprising a hub forming a nut in which is disposed a screw 29 whose end facing the disk 2 carries a head 30, for example conical, in bearing on the bottom of the piston 13. The piston 13 is movable in translation along the axis ΑΧ, in a chamber or liner of the first portion 4 of the caliper, being locked in rotation about this axis AX, for example by a radial stud.
    When the wheel 12 is rotated about the axis AX, it thus causes the displacement of the piston 13 along this axis, in one direction or the other along the axis AX, according to the direction of rotation of this wheel 12 around the axis AX.
    Similarly, the second actuator 6 includes a drive gear 14 and a piston 16 along the axis AX, to move the piston along the axis AX 16 when the wheel 14 is rotated.
    When the brake is new, the two plates 7 and 9 have the same thickness, but these thicknesses become different, given the wear of these pads over time, which can be asymmetrical. Thus, in the example of FIG. 1, the second wafer, namely the wafer 9, has a much smaller thickness than the first wafer, namely the wafer 7. In general, the asymmetry of the wear n ' is not predictable, so that it is also possible that it is instead the second plate 9 which has a greater thickness than the first plate 7.
    The mechanical actuators 8 and 11 have their drive wheels 12, 14 which are driven in rotation both by the same motor marked by M, via a transmission assembly marked by 17 on the Figures 2 and 3. The transmission assembly 17 comprises firstly a shaft or motor shaft 18, oriented parallel to the axis AX, and which is coupled to the motor M advantageously by a reducer not shown to be set rotation by it, while maintaining a degree of freedom in translation along the axis AX relative to the engine and the frame of the brake caliper.
    This shaft 18 carries a first worm 19 situated at the level of the first actuator 8 for rotating the first driving wheel 12, and a second worm 21 located at the second actuator 11 for rotating the second wheel 14, these two worm 19, 21 being rigidly secured to the shaft 18 which carries them.
    The first worm 19 is engaged in a primary gear 22 of a first gear 23 of the first actuator 8, the primary gear 22 itself being meshing with a secondary gear 24 of this first gear 23. This secondary wheel 24 is moreover meshing with an oblique toothing of the periphery of the first toothed wheel 12 of the first actuator 8.
    In practice, when the shaft 18 rotates while being driven by the motor M, its first worm 19 rotates the toothed wheel 12 via the first gear train 23 which constitutes a reduction gear.
    Similarly, the second worm 21 is engaged in another primary gearwheel 26 of a second gear 27 of the second actuator 11, which itself is meshing with another secondary gear 28 engaged in teeth. peripheral oblique of the second toothed wheel 14.
    Thus, when the shaft 18 rotates, its second worm 21 drives the second drive wheel 14 via the second gear 27 which is another gear.
    As can be seen in FIGS. 2 and 3, the axes of rotation of the shaft 18 and of the driving wheels 12 and 14 are parallel to the axis AX, whereas on the contrary the axes of rotation of all the toothed wheels of the first and the second gear train are parallel to each other and perpendicular to the axis AX.
    Furthermore, the threads of the first and second worm are in opposite directions: the first worm 19 is threaded upside down, while the second screw 21 is threaded to the place, so that a rotation of the shaft 18 in a first direction of rotation then causes rotation in a second direction of rotation causes either their spacing.
    When the shaft 18 is rotated in the indirect direction indicated by IND in Figures 2 and 3, the first worm 19 drives the primary wheel 22 in direct direction which itself drives the secondary wheel 24 in the indirect direction. The secondary wheel 24 then drives the second driving wheel 12 in direct direction, which causes an output of the piston 13.
    As the second worm 21 has a thread in the opposite direction to that of the first screw 19, this same rotation of the shaft 18 in the indirect direction causes a similar rotation of the second drive wheel 14 but in an indirect direction, which also causes the output of the second piston, especially because these pistons face each other.
    When the brake is controlled to press the pads on the disc, the plate carried by one or other of these pistons bears against the brake disc before the other, which immobilizes the piston that carries it, and than the primary gear of the gear train of this piston. The shaft 18 continues to rotate, but the worm driving the piston bearing the plate which is already resting on the disk is geared in the corresponding primary wheel which is locked in position. This primary wheel being blocked, the rotation of the shaft 18 causes the simultaneous translation of the shaft in the direction of its length. Under these conditions, the piston carrying the plate which is not yet in contact with the disk continues to come out under the effect of the rotation of the shaft 18 and the worm associated with this piston.
    Once the other plate comes to rest on the disk, the piston that carries it stops, and likewise, the primary wheel corresponding to the gear train driving the piston is blocked, so that the shaft 18 s it immobilizes itself also because it is locked in rotation by the two primary wheels 22 and 26.
    As can be understood, the brake according to the invention naturally makes it possible to compensate for asymmetrical wear of the two plates, since it ensures that when a first plate comes to rest on the disc, the other plate continues to be displaced until it happens in turn to rest on the disc with the desired force. In the above description, the operation of the brake according to the invention has been explained in terms of displacement of its components in order to facilitate their understanding, since in practice the displacements have reliable amplitudes and that they are mainly efforts that are transmitted by the different components.
    In the description above, the rotary shaft drives two simple actuators located on either side of the disk, but a similar system in which the shaft
    Moreover, in the example of the figures, each worm drives the driving wheel of the corresponding actuator via a primary wheel and a secondary wheel rotating about axes perpendicular to the axis of the actuator. 'tree. It is understood that a primary gear with oblique toothing, meshing in the worm and in the drive wheel, this primary gear with oblique toothing then rotating about an axis oriented at 45 ° with respect to the shaft rotary is not beyond the scope of the present invention.
    Nomenclature: 1: brake 2: disc 3: stirrup 4: first portion 6: second portion 7: first plate 8: first actuator 9: second plate 11: second actuator 12: first driving wheel 13: first piston 14: second driving wheel 16 : second piston 17: transmission assembly 18: shaft or motor shaft 19: first worm 21: second worm 22: primary gear 23: first gear 24: secondary gear 26: other gear 27 : second gear 28: other secondary gear AX: axis IND: indirect direction M: motor
    权利要求:
    Claims (5)
    [1" id="c-fr-0001]
    Motor vehicle brake caliper (3) intended to overlap an outer edge of a brake disc (2), this stirrup comprising a first plate (7) and a second plate (9) intended to be on one side and other disk (2) to be pressed against this disk (2), as well as; a first mechanical actuator (8) including a first movable piston (13) and a first primary gear (22), the first piston (13) resting on the first plate (7) to press it against the disk by placing rotating the first primary gearwheel (22); a second mechanical actuator (11) including a second movable piston (16) and a second primary gear (26), the second piston (16) resting on the second plate (9) to press it against the disk by placing rotating the second primary gearwheel (26); - a rotary shaft (18) having a first worm (19) and a second worm (21) having a winding direction opposite to that of the first worm (19), the drive shaft (18) being movable in translation in its own longitudinal direction; an electric motor (M) for driving the rotary shaft (18); and wherein the first worm (19) is engaged in the first primary gear (22), and the second worm (21) is engaged in the second primary gear (26).
    [2" id="c-fr-0002]
    A caliper according to claim 1, wherein the first and second primary gear wheels rotate about axes parallel to each other and perpendicular to the longitudinal direction of the rotary shaft (18).
    [3" id="c-fr-0003]
    A stirrup according to claim 1 or 2, wherein each actuator (8, 11) comprises a driving gear (12, 14) connected to the corresponding piston (13, 16) by a helical link, and a gear train ( 23, 27) by means of which the driving gear (12, 14) is connected in motion to one of the endless screws of the rotary shaft (18).
    [4" id="c-fr-0004]
    A caliper according to claim 3, wherein the gear train (23, 27) of each actuator (8, 11) comprises the primary gear (22, 26) of this actuator (8, 11) as well as a gear secondary gear (24,28) engaged in the primary gear (22,26) and in an oblique circumferential toothing of the drive gear (12,14).
    [5" id="c-fr-0005]
    5. Motor vehicle brake, comprising a caliper according to one of the preceding claims, and a brake disc (2).
    类似技术:
    公开号 | 公开日 | 专利标题
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    FR2837548A1|2003-09-26|Vehicle brake disc comprises floating caliper and activating device, caliper divided into two halves able to displace parallel to disc rotational axis and each carrying friction lining
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    BE462825A|
    同族专利:
    公开号 | 公开日
    FR3045757B1|2018-06-29|
    EP3394464B1|2019-10-16|
    US10605315B2|2020-03-31|
    EP3394464A1|2018-10-31|
    WO2017108658A1|2017-06-29|
    US20190003535A1|2019-01-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2837548A1|2002-03-20|2003-09-26|Daimler Chrysler Ag|Vehicle brake disc comprises floating caliper and activating device, caliper divided into two halves able to displace parallel to disc rotational axis and each carrying friction lining|
    US20150354645A1|2013-10-15|2015-12-10|Beijingwest Industries, Co., Ltd.|Brake caliper piston actuation device|WO2019102133A1|2017-11-24|2019-05-31|Foundation Brakes France|Electromechanical-type disc brake caliper comprising two mechanical actuators to compensate for uneven wearing of the one same brake pad|US4852699A|1987-03-31|1989-08-01|Aisin Seiki Kabushiki Kaisha|Disk brake assembly|
    DE3800843A1|1987-11-23|1989-06-01|Kloeckner Humboldt Deutz Ag|Turbo air classifier|
    FR3045758B1|2015-12-21|2018-01-05|Foundation Brakes France|ELECTROMECHANICAL DISK BRAKE COMPRISING A TRANSMISSION COMPRISING AN UNEQUAL WEAR OF THE SAME WAFER|
    US20190063527A1|2017-08-29|2019-02-28|Akebono Brake Industry Co., Ltd|Brake assembly with motor brake|
    KR102022403B1|2018-01-17|2019-09-18|현대모비스 주식회사|Brake apparatus for vehicle|FR3067321B1|2017-06-12|2020-08-14|Foundation Brakes France|MODIFICATION OF THE TRAJECTORY OF A VEHICLE WHEEL IN THE EVENT OF A FAILURE OF THE STEERING SYSTEM|
    KR102022403B1|2018-01-17|2019-09-18|현대모비스 주식회사|Brake apparatus for vehicle|
    DE102018208802B4|2018-06-05|2021-08-19|Continental Teves Ag & Co. Ohg|Brake caliper of a fixed caliper brake with a parking brake that can be operated by an electric motor and a method for operating a parking brake that can be operated by an electric motor|
    IT201900013512A1|2019-07-31|2021-01-31|Freni Brembo Spa|DISK BRAKE FOR SERVICE AND HYDRAULIC AND ELECTROMECHANICAL PARKING|
    法律状态:
    2016-11-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-23| PLSC| Publication of the preliminary search report|Effective date: 20170623 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1562940A|FR3045757B1|2015-12-21|2015-12-21|ELECTROMECHANICAL DISC BRAKE COMPRISING A TRANSMISSION COMPRISING AN ASYMMETRICAL WEAR OF ITS PLATES|
    FR1562940|2015-12-21|FR1562940A| FR3045757B1|2015-12-21|2015-12-21|ELECTROMECHANICAL DISC BRAKE COMPRISING A TRANSMISSION COMPRISING AN ASYMMETRICAL WEAR OF ITS PLATES|
    PCT/EP2016/081661| WO2017108658A1|2015-12-21|2016-12-19|Electromechanical disk brake with fixed caliper comprising a transmission compensating asymmetric wear of the pads thereof|
    EP16819522.0A| EP3394464B1|2015-12-21|2016-12-19|Electromechanical disk brake with fixed caliper comprising a transmission compensating asymmetric wear of the pads thereof|
    US16/063,477| US10605315B2|2015-12-21|2016-12-19|Electrochemical disc brake with fixed caliper compromising a transmission compensating asymmetric wear of the pads thereof|
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